Leaning vehicle

ABSTRACT

A leaning vehicle includes a body frame, a right wheel and a left wheel, a linkage mechanism including arms rotatably supported on the body frame, buffer devices, a left-right tilt angle control mechanism configured to control a tilt angle of the body frame by adjusting a rotation of the arms with respect to the body frame, a buffer control mechanism configured to suppress motion of the buffer devices, and a control section. The control section determines whether to cause the left-right tilt angle control mechanism to perform roll angle control during traveling toward stop, and performs control of causing the buffer control mechanism to suppress motion of the buffer devices in a period in which the vehicle speed is in at least a part of a low-speed traveling range and in at least a part of a period in which the left-right tilt angle control mechanism.

CROSS-REFERENCES TO RELATED APPLICATIONS

The present application is a continuation-in-part application ofInternational Application No. PCT/JP2016/083978, filed on Nov. 16, 2016,and having the benefit of the earlier filing date of JapaneseApplication No. 2015-227878, filed Nov. 20, 2015. The content of each ofthe identified applications is incorporated herein by reference in itsentirety.

TECHNICAL FIELD

The present teaching relates to a technique for controlling a tilt angleof a leaning vehicle in a left direction of a body frame or in a rightdirection of the body frame.

BACKGROUND ART

A known vehicle performs cornering by tilting a body frame in a leftdirection or in a right direction. For example, a vehicle disclosed inWO2011/005945 (Patent Document 1 listed below) includes a body framesupporting an engine and a shock tower rotatably attached to the bodyframe. A left front wheel and a right front wheel are disposed at theleft and the right of a rotation axis of the shock tower. A suspensionof the left front wheel and a suspension of the right front wheel areconnected to an end of the shock tower. The vehicle also includes anactuator for adjusting a rotation of the shock tower with respect to thebody frame. When the vehicle speed decreases below a threshold with thebody frame tilted, the actuator generates a torque on the shock tower sothat the body frame stands in an upright position. Accordingly, theframe may be easily maintained in the upright position in low-speedtraveling.

CITATION LIST Patent Document

-   Patent Document 1: WO2011/005945

A tilt angle in the left direction of a vehicle or in the rightdirection of the vehicle, that is, a roll angle, while the vehicle istraveling at low speed toward stop is susceptible to the influence of anunevenness and a tilt of a road surface, a barycenter shift by a rider,and a steering, and so forth.

SUMMARY

It is therefore an object of the present teaching to provide a leaningvehicle that may easily control a tilt angle of a vehicle in a leftdirection or in a right direction.

Advantageous Effects of Invention

A leaning vehicle having a first configuration of the present teachingincludes a body frame, and a right wheel and a left wheel arranged in aleft-right direction of the body frame. The body frame tilts rightwardwhen turning rightward in a left-right direction of the leaning vehicle,and tilts leftward when turning leftward. The leaning vehicle includes alinkage mechanism. The linkage mechanism includes an arm rotatablysupported on the body frame. Relative positions of the right wheel andthe left wheel relative to the body frame in a top-bottom direction ofthe leaning vehicle are changed by rotating the arm with respect to thebody frame. Accordingly, the body frame tilts in a left direction of theleaning vehicle or in a right direction of the leaning vehicle. Theleaning vehicle includes a buffer device that buffers motion of theright wheel and the left wheel with respect to the body frame. Theleaning vehicle includes a left-right tilt angle control mechanism, abuffer control mechanism, and a control section for controlling thesemechanisms. The left-right tilt angle control mechanism includes anactuator for adjusting a rotation of the arm with respect to the bodyframe. The left-right tilt angle control mechanism controls a tilt angleof the body frame in the left direction of the leaning vehicle or in theright direction of the leaning vehicle. The buffer control mechanism maysuppress motion of the buffer device and cancel suppression of themotion. The control section performs control of the buffer controlmechanism at least partly by causing the buffer control mechanism tosuppress motion of the buffer device in a period in which the vehiclespeed of the leaning vehicle is in at least in a part of a low-speedtraveling range of an entire vehicle speed range of the leaning vehicleexcept for a stopped state, and in at least a period in which theleft-right tilt angle control mechanism controls the tilt angle, and theentire vehicle speed range is divided into the low-speed traveling rangeand a high-speed traveling range (first configuration).

With the first configuration, the tilt angle in the left direction ofthe leaning vehicle or in the right direction of the leaning vehicle maybe easily controlled during low-speed traveling.

In the first configuration, the control section may continue control ofsuppressing the motion of the buffer device by the buffer controlmechanism until the leaning vehicle stops (second configuration). Withthis second configuration, the tilt angle in the left direction of theleaning vehicle or in the right direction of the leaning vehicle may beeasily controlled during low-speed traveling.

In the second configuration, the control section may also continue thecontrol of suppressing the motion of the buffer device by the buffercontrol mechanism while the leaning vehicle is stopped (thirdconfiguration). With this third configuration, control of the tilt anglein the left direction of the leaning vehicle or in the right directionof the leaning vehicle may be easily performed while the leaning vehicleis stopped.

In the third configuration, the control section may cancel suppressionof the motion of the buffer device by the buffer control mechanism afterthe leaning vehicle starts traveling (fourth configuration). With thisfourth configuration, when the leaning vehicle starts traveling, motionof the buffer device is suppressed, and once having started traveling,suppression of the motion of the buffer device is canceled. Accordingly,at the start of traveling of the leaning vehicle, control of the tiltangle in the left direction of the leaning vehicle or in the rightdirection of the leaning vehicle may be easily performed.

In any one of the first through fourth configurations, the controlsection may cancel suppression of the motion of the buffer device by thebuffer control mechanism based on information on at least one of arider's intention of causing the leaning vehicle to travel or a rider'sintention of canceling suppression of the motion of the buffer device(fifth configuration). With the fifth configuration, when a riderperforms an operation with an intention of causing the leaning vehicleto travel or an intention of canceling suppression of the motion of thebuffer device, suppression of the motion of the buffer device may becanceled.

In any one of the first through fifth configurations, the controlsection may continue control of the tilt angle by the left-right tiltangle control mechanism until the leaning vehicle stops (sixthconfiguration). With this sixth configuration, the tilt angle of thebody frame in the left direction or in the right direction may becontrolled from low-speed traveling to stop.

In the sixth configuration, the control section may also continue thecontrol of the tilt angle by the left-right tilt angle control mechanismwhile the leaning vehicle is stopped (seventh configuration). With thisseventh configuration, the tilt angle of the body frame in the leftdirection or in the right direction may also be controlled while theleaning vehicle is stopped.

In the seventh configuration, the control section may cancel the controlof the tilt angle by the left-right tilt angle control mechanism afterthe leaning vehicle starts traveling (eighth configuration). With thiseighth configuration, when the leaning vehicle starts traveling, thetilt angle of the body frame in the left direction or in the rightdirection is controlled, and after the leaning vehicle has startedtraveling, the control of the tilt angle is canceled. Accordingly, atthe start of traveling of the leaning vehicle, the tilt angle of thebody frame in the left direction or in the right direction may becontrolled.

In the first through eighth configurations, the control of the tiltangle by the left-right tilt angle control mechanism may be canceledbased on information on at least one of a rider's intention of causingthe leaning vehicle to travel or a rider's intention of cancelingcontrol of the tilt angle by the left-right tilt angle control mechanism(ninth configuration). With this ninth configuration, when the rider hasthe intention of causing the leaning vehicle to travel or the intentionof canceling control of the tilt angle by the left-right tilt anglecontrol mechanism, the control of the tilt angle of the body frame inthe left direction or in the right direction may be canceled.

In the fifth or ninth configuration, the control section may acquire theinformation on the rider's intention of causing the leaning vehicle totravel by detecting at least one of an increase in a throttle openingdegree, a decrease in a manipulated variable of a brake or cancellationof a brake operation, an increase in a vehicle speed, or an increase inan acceleration in a front direction of the vehicle or in a reardirection of the vehicle (tenth configuration). With the tenthconfiguration, information on the rider's intention of causing theleaning vehicle to travel may be obtained.

In any one of the first through tenth configurations, the actuator ofthe left-right tilt angle control mechanism may apply a force againstrotation of the arm with respect to the body frame (eleventhconfiguration). This eleventh configuration may be achieved by formingthe actuator by using, for example, a motor or a hydraulic damper.

In any one of the first through eleventh configurations, the actuator ofthe left-right tilt angle control mechanism may apply a force forrotating the arm with respect to the body frame (twelfth configuration).This twelfth configuration may be achieved by forming the actuator byusing, for example, a motor or a hydraulic cylinder.

In any one of the first through twelfth configurations, the actuator ofthe left-right tilt angle control mechanism may be providedindependently of the buffer control mechanism (thirteenthconfiguration).

A control method by the control section in any one of the first throughthirteenth configurations is included in embodiments of the presentteaching. A program of causing a computer to perform control of thecontrol section and a non-transitory recording medium on which theprogram is recorded are also included in embodiments of the presentteaching.

In the following description, suspensions are an example of the bufferdevice. A suspension control mechanism is an example of the buffercontrol mechanism. A roll angle is the same as the tilt angle of thebody frame in the left direction of the leaning vehicle or in a rightdirection of the leaning vehicle. A roll angle control mechanism is thesame as the left-right tilt angle control mechanism.

A vehicle according to an embodiment of the present teaching includes: abody frame; a right wheel and a left wheel that are arranged in aleft-right direction of the body frame; a linkage mechanism including anarm disposed between the body frame and each of the right wheel and theleft wheel and rotatably supported on the body frame, the linkagemechanism being configured to change relative positions of the rightwheel and the left wheel relative to the body frame in a top-bottomdirection of the leaning vehicle and tilt the body frame in the verticaldirection by rotating the arm with respect to the body frame; asuspension disposed between the body frame and each of the right wheeland the left wheel and configured to extend and contract to therebyabsorb motion of the right wheel and the left wheel with respect to thebody frame; a roll angle control mechanism configured to control a rollangle of the body frame by adjusting a rotation of the arm with respectto the body frame; a suspension control mechanism configured to suppressextension and contraction of the suspension; and a control sectionconfigured control the roll angle control mechanism and the suspensioncontrol mechanism based on information indicating a state of thevehicle. The control section determines whether to cause the roll anglecontrol mechanism to perform roll angle control during traveling towardstop based on a predetermined condition, and performs control of causingthe suspension control mechanism to suppress extension and contractionof the suspension in at least a part of a period in which the roll anglecontrol during traveling toward the stop is performed.

In the above configuration, the control section determines whether rollangle control during traveling toward stop is necessary or not based ona predetermined condition (first condition). The roll angle controlmechanism adjusts rotation of the arm based on determination of thecontrol section. Consequently, the roll angle of the body frame iscontrolled to a roll suitable for traveling toward stop. The controlsection causes the roll angle control mechanism to suppress extensionand contraction of the suspension in at least a period in which rollangle control during traveling toward stop is performed. Accordingly, inthe course of transferring rotation of the arm adjusted by the rollangle control mechanism to the body frame, generation of a transferdelay of a force by the suspension may be suppressed. Thus, in travelingtoward stop, motion of the roll angle of the body frame controlled byadjusting an arm rotation by the roll angle control mechanism may beeasily controlled.

The control section may also continue suppression of extension andcontraction of the suspension by the suspension control mechanism afterthe vehicle stops, and cancel the suppression of extension andcontraction of the suspension by the suspension control mechanism afterthe vehicle starts traveling. Accordingly, suppression of extension andcontraction of the suspension during traveling continues after the stop,and is then canceled after traveling starts again. Thus, duringtraveling toward stop and during stop, generation of a force transferdelay by the suspension may be suppressed. In addition, after the startof traveling, suppression of the suspension is canceled so that controlfor absorbing a shock from the ground may be performed.

The control section may also continue roll angle control by the rollangle control mechanism after the vehicle stops, and cancel the rollangle control by the roll angle control mechanism after the vehiclestarts traveling. Accordingly, the roll angle control during travelingtoward stop continues after the stop, and is then canceled aftertraveling starts again. Thus, the roll angle controlled toward stopcontinues after the stop. After traveling starts, the control of theroll angle is canceled so that the roll angle control mechanism does notinhibit the rider's control of the roll angle.

If the vehicle state satisfies the second condition, the control sectionmay cancel roll angle control during traveling toward stop. If thevehicle state satisfies the third condition, the control section maystart suppression of extension and contraction of the suspension. Inaddition, if the vehicle state satisfies the fourth condition, thecontrol section may cancel suppression of extension and contraction ofthe suspension. Here, the first through fourth conditions may bedifferent from one another. Accordingly, start and cancel of roll anglecontrol toward stop and start and cancel of suppression of extension andcontraction of the suspension may be determined independently withoutconstraints from each other. Consequently, each of the roll anglecontrol toward stop and suppression of extension and contraction of thesuspension may be performed at any time or timing.

A combination of parameters indicating the vehicle state used fordetermining whether roll angle control during traveling toward the stopby the roll angle control mechanism is necessary or not may be differentfrom a combination of parameters indicating the vehicle state used fordetermining whether suppression of extension and contraction of thesuspension by the suspension control mechanism is necessary or not.Accordingly, it may be easily determined whether suppression ofextension and contraction of the suspension is necessary or not withouta constraint of determination on whether roll angle control toward stopis necessary or not, and vice versa. Consequently, each of the rollangle control toward stop and suppression of extension and contractionof the suspension may be performed at any time or timing.

A threshold of a first parameter used in determining whether roll anglecontrol during traveling toward the stop by the roll angle controlmechanism is necessary or not may be different from a threshold of thefirst parameter used in determining whether suppression of extension andcontraction of the suspension by the suspension control mechanism isnecessary or not. Accordingly, whether the roll angle control isnecessary or not and whether suppression of extension and contraction ofthe suspension is necessary or not may be determined based on differentconditions. Consequently, each of the roll angle control toward stop andsuppression of extension and contraction of the suspension may beperformed at any time or timing.

The parameter used in determining whether the roll angle control duringtraveling toward the stop by the roll angle control mechanism isnecessary or not may include a vehicle speed, a throttle opening degree,and a roll angle. The parameter used in determining whether thesuppression of extension and contraction of the suspension by thesuspension control mechanism is necessary or not may include a vehiclespeed.

The roll angle control mechanism may include an actuator for adjustingan rotation of the arm with respect to the body frame. The actuator maybe disposed independently of the suspension control mechanism.Accordingly, the mechanism for controlling the roll angle and thesuspension control mechanism may operate independently of each other.Consequently, each of the roll angle control toward stop and suppressionof extension and contraction of the suspension may be performed at anytime or timing.

A method for controlling a vehicle is also an embodiment of the presentteaching. The vehicle in this control method includes: a body frame; aright wheel and a left wheel that are arranged in a left-right directionof the body frame; a linkage mechanism including an arm disposed betweenthe body frame and each of the right wheel and the left wheel androtatably supported on the body frame, the linkage mechanism beingconfigured to change relative positions of the right wheel and the leftwheel relative to the body frame in a top-bottom direction of theleaning vehicle and tilt the body frame in the vertical direction byrotating the arm with respect to the body frame; and a suspensiondisposed between the body frame and each of the right wheel and the leftwheel and configured to extend and contract to thereby absorb motion ofthe right wheel and the left wheel with respect to the body frame. Thecontrol method includes: a roll angle control step of controlling a rollangle of the body frame by adjusting an rotation of the arm with respectto the body frame; a suspension control step of suppressing extensionand contraction of the suspension; and a control step of controllingexecution of the roll angle control step and the suspension control stepbased on information indicating a state of the vehicle. The control stepincludes the step of determining whether to perform roll angle controlduring traveling toward stop in the roll angle control step or not basedon a predetermined condition, and performing the suspension control stepin at least a part of a period in which the roll angle control duringtraveling toward stop is performed.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a left side view of an overall vehicle according to anembodiment when viewed from the left.

FIG. 2 is a front view of a part of the vehicle illustrated in FIG. 1when viewed from the front.

FIG. 3 is a left side view of a part of the vehicle illustrated in FIG.1 when viewed from the left.

FIG. 4 is a plan view of a part of the vehicle illustrated in FIG. 1when viewed from above.

FIG. 5 is a plan view of a part of the vehicle illustrated in FIG. 1 inrightward steering when viewed from above.

FIG. 6 is a front view of a part of the vehicle illustrated in FIG. 1tilting leftward when viewed from the front.

FIG. 7 is a block diagram illustrating an example configuration of acontrol system of the vehicle according to the embodiment.

FIG. 8 is a timing chart demonstrating an example of control of a rollangle and suspensions by the control section illustrated in FIG. 7.

FIG. 9 is a flowchart depicting an example process in which adetermination section determines start of roll angle control andsuppression of extension and contraction of the suspensions.

FIG. 10 is a flowchart depicting an example process in which the controlsection updates a target value of the roll angle.

FIG. 11 is a flowchart depicting an example process in which thedetermination section determines cancellation of the roll angle controland the suppression of extension and contraction of the suspensions.

FIG. 12 is a view illustrating a variation of a linkage mechanism.

FIG. 13 is a view illustrating another variation of the linkagemechanism.

FIG. 14 is a view illustrating still another variation of the linkagemechanism.

DETAILED DESCRIPTION

The inventors of the present teaching evaluated the control of a tilt(roll angle) of a vehicle at low speed by using an actuator.Specifically, the inventors studied such roll angle control performedwhen an actuator is operated to have a body frame in an upright positionin a case where the body frame tilts and the vehicle speed is below athreshold.

For example, when the vehicle speed is reduced with the body frametilted leftward, the actuator exerts a force for causing the body frameto approach the upright position. Here, if the road surface on which thevehicle is traveling has an unevenness or a tilt in the left directionof the vehicle or in the right direction of the vehicle, the forceexerted by the actuator causes the body frame to change to the uprightposition from a leftward tilt state and then gives momentum to the bodyframe so that the body frame tilts rightward in some cases. In anothercase, with the force exerted by the actuator, the body frame does notreach the upright position and is kept tilting leftward. In stillanother case, when the rider performs an operation of tilting the bodyframe in the left direction or in the right direction while the actuatoris operating, the force exerted by the actuator causes the body frame tofurther tilt across the upright position.

The inventors increased the responsiveness of the actuator for adjustingthe roll angle, but a similar behavior was still observed. Thus, theinventors further studied, focusing on a spring element and anattenuation element interposed between an operation of the actuator andan operation of the roll angle. From this viewpoint, the inventorsinvestigated a change in the tilt angle of the body frame by theactuator. It was found that a delay of transfer caused by the springelement and the attenuation element occurs before a torque generated bythe actuator is transferred to the body frame to change the tilt angle.The inventors further studied the spring element and the attenuationelement, to find that the spring element and the attenuation element ofa buffer device disposed between the body frame and a wheel may affect achange in the tilt angle of the body frame caused by the actuator insome cases.

On the other hand, a suppression of motion of the buffer device duringtraveling facilitates transfer of motion of the wheel in the top-bottomdirection to the body frame. Accordingly, the body frame is more greatlyvibrated in some cases. The inventors, however, have dared to study asuppression of motion of the buffer device in roll angle controllingduring traveling. The study shows that a suppression of motion of thebuffer device in controlling a left-right tilt angle of the body frameby the actuator during low-speed traveling enables a force exerted bythe actuator to efficiently affect a behavior of the left-right tiltangle of the body frame. Accordingly, it was found that a left-righttilt may be easily controlled by suppressing motion of the buffer devicein a vehicle susceptible to the influence of an unevenness and a tilt ofa road surface and an operation of tilting the body frame by a rider inlow-speed traveling.

The linkage mechanism is disposed between the body frame and each ofright and left wheels. The linkage mechanism is a mechanism capable ofchanging relative positions of the right and left wheels in thetop-bottom direction with respect to the body frame. Thus, for example,in a case where one of the right and left wheels passes over a steppedground surface and the other passes over a flat ground surface, only theformer wheel moves up and down in a range in accordance with the heightof the step. In this case, the range of the up and down movement of thebody frame is smaller than the height of the step. That is, motion inthe top-bottom direction exerted on the former wheel is absorbed by thelinkage mechanism. As described above, the inventors found that acertain amount of an impact on the wheels from the ground may beabsorbed by the linkage mechanism even in a case where extension andcontraction of the buffer device is suppressed. Based on these findings,the inventors arrived at a configuration of a vehicle according to anembodiment described below.

A leaning vehicle according to the embodiment includes a body frame anda right wheel and a left wheel disposed in a left-right direction of thebody frame. The body frame tilts rightward when turning rightward in aleft-right direction of the leaning vehicle, and tilts leftward whenturning leftward. The leaning vehicle includes a linkage mechanism. Thelinkage mechanism includes an arm rotatably supported on the body frame.The arm supports the right wheel and the left wheel. Relative positionsof the right wheel and the left wheel relative to the body frame in atop-bottom direction of the leaning vehicle are changed by rotating thearm with respect to the body frame. Accordingly, the body frame tilts inthe left direction of the leaning vehicle or in the right direction ofthe leaning vehicle. The leaning vehicle includes a buffer device thatbuffers motion of the right wheel and the left wheel with respect to thebody frame. The leaning vehicle includes a left-right tilt angle controlmechanism, a buffer control mechanism, and a control section forcontrolling these mechanisms. The left-right tilt angle controlmechanism includes an actuator for adjusting a rotation of the arm withrespect to the body frame. The left-right tilt angle control mechanismcontrols a tilt angle of the body frame in the left direction of theleaning vehicle or in the right direction of the leaning vehicle. Thebuffer control mechanism may suppress motion of the buffer device andcancel suppression of the motion. The control section performs controlin such a manner that the buffer control mechanism suppresses motion ofthe buffer device in a period in which the vehicle speed of the leaningvehicle is in at least in a part of a low-speed traveling range of thelow-speed traveling range and a high-speed traveling range obtained bydividing the entire vehicle-speed range of the leaning vehicle exceptfor a stopped state and in at least a period in which the left-righttilt angle control mechanism controls the tilt angle control.

In this configuration, the buffer control mechanism suppresses motion ofthe buffer device in a period in at least a part of the low-speedtraveling range and in at least a part of the period in which theleft-right tilt angle control mechanism performs the tilt angle control.Accordingly, for example, in at least a part of the period in which theleft-right tilt angle control mechanism performs left-right tilt anglecontrol of the body frame during traveling toward stop, motion of thebuffer device is suppressed. Consequently, in the left-right tilt anglecontrol of the body frame in the low-speed traveling range, the springelement and the attenuation element interposed between the arm whoserotation is adjusted by the left-right tilt angle control mechanism andthe body frame which may change the left-right tilt angle may bereduced. This reduction may suppress a delay of transfer of a force inthe course of transfer of rotation of the arm to the body frame. As aresult, the tilt angle in the left direction of the leaning vehicle orin the right direction of the leaning vehicle may be easily controlledduring low-speed traveling.

In the low-speed traveling range, even with suppression of motion of thebuffer device, the linkage mechanism absorbs motion of the right wheeland the left wheel. Accordingly, an increase in vibrating of the bodyframe by suppressing motion of the buffer device can be suppressed. As aresult, during low-speed traveling, the tilt angle in the left directionof the leaning vehicle or in the right direction of the leaning vehiclemay be easily controlled, and an increase in vibrations of the bodyframe may be suppressed.

An embodiment of the present teaching will be described in detail withreference to the drawings.

In the drawings, arrow F represents the forward direction of a vehicle.Arrow B represents the rearward direction of the vehicle. Arrow Urepresents the upward direction of the vehicle. Arrow D represents thedownward direction of the vehicle. Arrow R represents the rightwarddirection of the vehicle. Arrow L represents the leftward direction ofthe vehicle.

The vehicle turns with the body frame being tilted in the left directionof the vehicle or in the right direction of the vehicle relative to thevertical direction. Thus, in addition to the directions relative to thevehicle, directions relative to the body frame are defined. In theaccompanying drawings, arrow FF represents the forward direction of thebody frame. Arrow FB represents the rearward direction of the bodyframe. Arrow FU represents the upward direction of the body frame. ArrowFD represents the downward direction of the body frame. Arrow FRrepresents the rightward direction of the body frame. Arrow FLrepresents the leftward direction of the body frame.

The “front-rear direction of the body frame”, the “left-right directionof the body frame”, and the “top-bottom direction of the body frame”herein refer to the front-rear direction, the left-right direction, andthe top-bottom direction, respectively, relative to the body frame whenseen from a rider driving the vehicle. In addition, “to a side of thebody frame” refers to the rightward or leftward direction of the bodyframe.

The expression “extending in the front-rear direction of the body frame”herein includes extending in a direction with a tilt relative to thefront-rear direction of the body frame. In this case, a tilt of theextension direction relative to the front-rear direction of the bodyframe is often smaller than a tilt relative to the left-right directionof the body frame and a tilt relative to the top-bottom direction of thebody frame.

The expression “extending in the left-right direction of the body frame”herein includes extending in a direction with a tilt relative to theleft-right direction of the body frame. In this case, a tilt of theextension direction relative to the left-right direction of the bodyframe is often smaller than a tilt relative to the front-rear directionof the body frame and a tilt relative to the top-bottom direction of thebody frame.

The expression “extending in the top-bottom direction of the body frame”herein includes extending in a direction with a tilt relative to thetop-bottom direction of the body frame. In this case, a tilt of theextension direction relative to the top-bottom direction of the bodyframe is often smaller than a tilt relative to the front-rear directionof the body frame and a tilt relative to the left-right direction of thebody frame.

The “upright position of the body frame” herein refers to a state wherethe top-bottom direction of the body frame coincides with the verticaldirection. In this state, the directions relative to the vehiclecoincide with the directions relative to the body frame. While the bodyframe is tilted in the left direction or in the right direction relativeto the vertical direction, the left-right direction of the vehicle doesnot coincide with the left-right direction of the body frame. In thiscase, the top-bottom direction of the vehicle does not coincide with thetop-bottom direction of the body frame, either. However, even while thebody frame is tilted in the left direction or in the right directionrelative to the vertical direction, the front-rear direction of thevehicle coincides with the front-rear direction of the body frame.

The expression “the roll angle of the body frame” herein refers to anangle of rotation of the body frame about the front-rear direction. Theroll angle of the body frame is the same as a tilt angle of the bodyframe in the left direction of the vehicle or in the right direction ofthe vehicle. As an example, the roll angle may be expressed by an angleof the top-bottom line of the body frame relative to the verticaldirection. The vertical direction is the same as the gravity direction.

(Vehicle Configuration)

FIG. 1 is a left side view of the entire vehicle 1 when viewed from theleft. The vehicle 1 includes a vehicle body 2, a pair of left and rightfront wheels 3, a rear wheel 4, a linkage mechanism 5, and a steeringmechanism 7.

The vehicle body 2 includes a body frame 21, a body cover 22, a sheet24, and a power unit 25. In FIG. 1, the body frame 21 is in an uprightposition. The following description with reference to FIG. 1 is based ona premise that the body frame 21 is in the upright position. The vehicle1 is a leaning vehicle. While the vehicle 1 is turning, the body frame21 tilts in the turning direction.

The body frame 21 includes a head pipe 211, a down frame 212, and a rearframe 213. In FIG. 1, a portion of the body frame 21 hidden by the bodycover 22 is indicated by broken lines. The body frame 21 supports thesheet 24 and the power unit 25. The power unit 25 supports the rearwheel 4. The power unit 25 includes a driving source such as an engine,an electric motor, or a battery, and a device such as a transmission.

The head pipe 211 is disposed in a front portion of the vehicle 1. Whenviewed from a side of the body frame 21, an upper portion of the headpipe 211 is disposed behind a lower portion of the head pipe 211.

The down frame 212 is connected to the head pipe 211. The down frame 212is disposed behind the head pipe 211. The down frame 212 extends in thetop-bottom direction of the body frame 21.

The rear frame 213 is disposed behind the down frame 212. The rear frame213 extends in the front-rear direction of the body frame 21. The rearframe 213 supports the sheet 24 and the power unit 25.

The body cover 22 includes a front cover 221, a front spoiler 222, apair of left and right front fenders 223, a rear fender 224, and a legshield 225. The body cover 22 is a body part covering at least a portionof body parts mounted on the vehicle 1, such as the pair of left andright front wheels 3, the body frame 21, and the linkage mechanism 5.

FIG. 2 is a front view of a front portion of the vehicle 1 when viewedfrom the front of the body frame 21. In FIG. 2, the body frame 21 is inan upright position. The following description with reference to FIG. 2is based on a premise that the body frame 21 is in the upright position.FIG. 2 illustrates a state where the front cover 221, the front spoiler222, and the pair of left and right front fenders 223 are detached.

The pair of front wheels 3 includes a right wheel 31 and a left wheel 32arranged at the right and left of the head pipe 211 (body frame 21). Thelinkage mechanism 5 and suspensions (a right suspension 33 and a leftsuspension 35) are disposed between the head pipe 211 as a part of thebody frame 21 and the pair of front wheels 3. That is, the body frame 21is connected to the right wheel 31 and the left wheel 32 through thelinkage mechanism 5 and the suspensions 33 and 35. The linkage mechanism5 is disposed below a handlebar 23. The linkage mechanism 5 is disposedabove the right wheel 31 and the left wheel 32.

In the example illustrated in FIG. 2, the linkage mechanism 5 isconnected to the right wheel 31 and the left wheel 32 through thesuspensions 33 and 35. The arrangement of the suspensions 33 and 35 isnot limited to this example. For example, the suspensions may bedisposed in a part of the linkage mechanism 5. Alternatively, thesuspensions may be disposed between the linkage mechanism 5 and the bodyframe 21.

<Linkage Mechanism>

The linkage mechanism 5 of the vehicle 1 illustrated in FIG. 2 is alinkage mechanism of a parallel four-bar linkage (also calledparallelogram linkage) type linkage mechanism. The linkage mechanism 5includes an upper arm 51, a lower arm 52, a right side member 53, and aleft side member 54.

The linkage mechanism 5 includes the upper arm 51 and the lower arm 52(hereinafter collectively referred to as arms 51 and 52 when notspecifically distinguished) rotatably supported on the body frame 21.The arms 51 and 52 are rotatable about rotation axes extending in thefront-rear direction with respect to the body frame 21. The rotationaxes are disposed at the centers of the arms 51 and 52 in the left-rightdirection. That is, intermediate portions of the arms 51 and 52 aresupported by the head pipe 211 on support parts A and D. The rotationaxes of the arms 51 and 52 pass through the support parts A and D. Theright wheel 31 is disposed at the right of the rotation axes, and theleft wheel 32 is disposed at the left of the rotation axes. The rightwheel 31 is connected to right portions of the arms 51 and 52 relativeto the rotation axes through the right side member 53 and the rightsuspension 33. The left wheel 32 is connected to left portions of thearms 51 and 52 relative to the rotation axes through the left sidemember 54 and the left suspension 35.

As described above, since the right wheel 31 is connected to the rightportions of the arms 51 and 52 relative to the rotation axes and theleft wheel 32 is connected to the left portions of the arms 51 and 52relative to the rotation axes, relative positions of the right wheel 31and the left wheel 32 relative to the body frame 21 in the top-bottomdirections FU and FD may be adjusted. That is, rotations of the arms 51and 52 change relative positions the right wheel 31 and the left wheel32 disposed at the right and left of the rotation axes of the arms 51and 52 in the top-bottom directions FU and FD with respect to the bodyframe 21. When the relative positions of the right wheel 31 and the leftwheel 32 in the top-bottom directions FU and FD change, the body frame21 tilts in the left direction or in the right direction relative to thevertical direction. Accordingly, by adjusting the rotations of the arms51 and 52 with respect to the body frame 21, a tilt in the leftdirection or in the right direction, that is, the roll angle, of thebody frame 21 may be controlled.

The upper arm 51 includes a pair of plate-shaped members 512. The pairof plate-shaped members 512 is disposed ahead of and behind the headpipe 211. Each of the plate-shaped members 512 extends in the left-rightdirection of the body frame 21. The lower arm 52 includes a pair ofplate-shaped members 522. The pair of plate-shaped members 522 isdisposed ahead of and behind the head pipe 211. Each of the plate-shapedmembers 522 extends in the left-right direction of the body frame 21.The lower arm 52 is disposed below the upper arm 51. The length of thelower arm 52 in the left-right direction of the body frame 21 is equalto or approximately equal to the length of the upper arm 51 in theleft-right direction of the body frame 21. The lower arm 52 extends inparallel with the upper arm 51.

The configurations of the arms 51 and 52 are not limited to the aboveexample. For example, instead of the configuration in which the arms 51and 52 are constituted by the pair of plate-shaped members, the arms 51and 52 may be constituted by one plate-like member disposed ahead of thehead pipe 211.

The right end of the upper arm 51 and the right end of the lower arm 52are connected to the right side member 53 extending in the top-bottomdirection of the body frame 21. The right side member 53 is rotatablysupported by the upper arm 51 and the lower arm 52 on support parts Band E. The right side member 53 is rotatable about rotation axes passingthrough the support parts B and E in the front-rear direction withrespect to the upper arm 51 and the lower arm 52.

The left end of the upper arm 51 and the left end of the lower arm 52are connected to the left side member 54 extending in the top-bottomdirection of the body frame 21. The left side member 54 is rotatablysupported by the upper arm 51 and the lower arm 52 on support parts Cand F. The left side member 54 is rotatable about rotation axes passingthrough the support parts C and F in the front-rear direction withrespect to the upper arm 51 and the lower arm 52.

<Suspension>

The lower end of the right side member 53 is connected to the rightsuspension 33 through a right bracket 317. The lower end of the leftside member 54 is connected to the left suspension 35 through a leftbracket 327. The right suspension 33 and the left suspension 35 mayextend and contract in the top-bottom direction of the body frame 21.The upper end of the right suspension 33 is connected to the linkagemechanism 5, and the lower end of the right suspension 33 is connectedto the right wheel 31. The upper end of the left suspension 35 isconnected to the linkage mechanism 5, and the lower end of the leftsuspension 35 is connected to the left wheel 32.

The suspensions 33 and 35 are telescopic suspensions, for example. Thesuspensions may also be referred to as buffers. The right suspension 33includes a right outer cylinder 312 supporting the right wheel 31 and aright inner cylinder 316 disposed in an upper portion of the right outercylinder 312. The upper end of the right inner cylinder 316 is fixed tothe right bracket 317, and the lower end of the right inner cylinder 316is inserted in the right outer cylinder 312. When the right innercylinder 316 moves relative to the right outer cylinder 312, the rightsuspension 33 extends and contracts. The left suspension 35 includes aleft outer cylinder 322 supporting the left wheel 32 and a left innercylinder 326 disposed in an upper portion of the left outer cylinder322. The upper end of the left inner cylinder 326 is fixed to the leftbracket 327, and the lower end of the left inner cylinder 326 isinserted in the left outer cylinder 322. When the left inner cylinder326 moves relative to the left outer cylinder 322, the left suspension35 extends and contracts.

A right rotation prevention mechanism 34 is connected between the rightbracket 317 and the right outer cylinder 312. The right rotationprevention mechanism 34 prevents the right outer cylinder 312 fromrotating about an axis extending in the extension/contraction directionof the right suspension 33 with respect to the right inner cylinder 316.A left rotation prevention mechanism 36 is connected to between the leftbracket 327 and the left outer cylinder 322. The left rotationprevention mechanism 36 prevents the left outer cylinder 322 fromrotating about an axis extending in the extension/contraction directionof the left suspension 35 with respect to the left inner cylinder 326.

Specifically, the right rotation prevention mechanism 34 includes aright rotation prevention rod 341, a right guide 313, and the rightbracket 317. The right guide 313 is fixed to an upper portion of theright outer cylinder 312. The right guide 313 includes a right guidecylinder 313 b in a front portion thereof.

The right rotation prevention rod 341 extends in parallel with the rightinner cylinder 316. An upper portion of the right rotation preventionrod 341 is fixed to a front portion of the right bracket 317. The rightrotation prevention rod 341 is disposed ahead of the right innercylinder 316 with a part of the right rotation prevention rod 341 beinginserted in the right guide cylinder 313 b. Accordingly, the rightrotation prevention rod 341 does not move relative to the right innercylinder 316. With relative movement of the right inner cylinder 316relative to the right outer cylinder 312 in the direction in which theright outer cylinder 312 extends, the right rotation prevention rod 341also moves relative to the right guide cylinder 313 b. On the otherhand, rotation of the right outer cylinder 312 about an axis extendingin the extension/contraction direction of the right suspension 33 withrespect to the right inner cylinder 316 is prevented.

The left rotation prevention mechanism 36 includes a left rotationprevention rod 361, a left guide 323, and the left bracket 327. The leftguide 323 is fixed to an upper portion of the left outer cylinder 322.The left guide 323 includes a left guide cylinder 323 b in a frontportion thereof.

The left rotation prevention rod 361 extends in parallel with the leftinner cylinder 326. An upper portion of the left rotation prevention rod361 is fixed to a front portion of the left bracket 327. The leftrotation prevention rod 361 is disposed ahead of the left inner cylinder326 with a part of the left rotation prevention rod 361 being insertedin the left guide cylinder 323 b. Accordingly, the left rotationprevention rod 361 does not move relative to the left inner cylinder326. With relative movement of the left inner cylinder 326 relative tothe left outer cylinder 322 in the direction in which the left outercylinder 322 extends, the left rotation prevention rod 361 also movesrelative to the left guide cylinder 323 b. On the other hand, rotationof the left outer cylinder 322 about an axis extending in theextension/contraction direction of the left suspension 35 with respectto the left inner cylinder 326 is prevented.

The configuration of the suspensions is not limited to the aboveexample. For example, the right suspension 33 may be configured in sucha manner that two combinations of right outer cylinders 312 and rightinner cylinders 316 that move relative to each other are arranged sideby side. In this case, similarly, the left suspension 35 may beconfigured in such a manner that two combinations of left outercylinders 322 and left inner cylinders 326 are arranged side by side.This configuration is a double telescopic suspension. In this case, theouter cylinder and the inner cylinder forming a pair of each of thesuspensions 33 and 35 are connected to each other not to move relativeto each other so that the suspensions 33 and 35 may also serve asrotation prevention mechanisms. In this case, the right rotationprevention mechanism 34 and the left rotation prevention mechanism 36 asdescribed above are unnecessary.

<Roll Angle Control Mechanism>

The vehicle 1 includes a roll angle control mechanism 74 for controllinga roll angle of the body frame 21. FIG. 2 illustrates the roll anglecontrol mechanism 74 by dotted lines. The roll angle control mechanism74 adjusts rotations of the arms 51 and 52 with respect to the bodyframe 21. The adjustment of rotation of the arms 51 and 52 controls theroll angle of the body frame 21. The roll angle control mechanism 74 isconnected to the body frame 21 and to at least one of the arm 51 or thelower arm 52.

The adjustment of rotations of the arms 51 and 52 by the roll anglecontrol mechanism 74 is not only for simply locking and unlocking thearms 51 and 52 but also for controlling a rotary force. That is, theroll angle control mechanism 74 may be configured to adjust rotations ofthe arms 51 and 52 by generating a torque for rotating the arms 51 and52 with respect to the body frame 21 or a resistance to such a torque.For example, the roll angle control mechanism 74 may be configured toenable a change in the magnitude of a force for rotating the arms 51 and52.

The roll angle control mechanism 74 may adjust rotations of the arms 51and 52 so that the roll angle of the body frame 21 reaches anarbitrarily set target value. At this time, the roll angle controlmechanism 74 may monitor an actual roll angle of the body frame 21 or atorque to the arms 51 and 52, and by using a monitoring result,determine a magnitude and an orientation of a force for rotating thearms 51 and 52.

FIG. 3 is a left side view of a front portion of the vehicle 1 whenviewed from the left of the body frame 21. In FIG. 3, the body frame 21is in the upright position. The following description with reference toFIG. 3 is based on a premise that the body frame 21 is in the uprightposition. FIG. 3 illustrates a state where the front cover 221, thefront spoiler 222, and the pair of left and right front fenders 223 aredetached. The left side member 54 and a left transfer plate 63 are notshown in FIG. 3.

The roll angle control mechanism 74 includes an actuator 42 foradjusting the rotations of the arms 51 and 52 with respect to the bodyframe 21. The actuator 42 is connected to the head pipe 211 (body frame21) through a support member 43. The support member 43 fixes theactuator 42 to the body frame 21. The actuator 42 includes an outputmember 461 that applies a rotary force to the upper arm 51 while beingin contact with the upper arm 51. In the example illustrated in FIG. 3,the output member 461 is an output shaft that rotates about an axis. Theoutput shaft of the output member 461 is coaxial with the rotation axisof the upper arm 51. Rotations of these output shafts are transferred tothe rotation axis of the upper arm 51.

Although not shown, the actuator 42 may include a motor as a powersource and a speed reducer that reduces the rotation speed of the motorand outputs the reduced speed. The speed reducer may be, for example, adeceleration gear that operates in conjunction with rotation of themotor. In this case, the output member 461 transfers rotations of themotor and the speed reducer to the outside.

The actuator 42 may operate based on a control signal from a controlsection (not shown) included in the vehicle 1. For example, the actuator42 may adjust a rotary force to be applied to the arms 51 and 52 so thatthe roll angle of the body frame 21 reaches a target value indicated bythe control section. The actuator 42 may also control an output based ona signal from a sensor that detects a state of the vehicle 1. Examplesof sensors indicating the state of the vehicle includes a posture sensorfor detecting a posture of the vehicle 1 and a torque sensor fordetecting a torque of rotations of the arms 51 and 52 with respect tothe body frame. A process of determining an output of the actuator 42based on information from the sensor may be executed by a controlcircuit or a control computer incorporated in the actuator 42 or may beexecuted by a control device external to the actuator 42.

The configuration of the actuator 42 is not limited to the aboveexample. For example, the actuator 42 may be configured to be connectedto at least one of the upper arm 51 and the lower arm 52 and adjustrotation of the at least one of the upper arm 51 and the lower arm 52.For example, the output member of the actuator 42 may be an axial shapeextending in a single-axis direction so that when the output memberaxially contracts, the output member applies a rotary force to the arms51 and 52. In this case, the actuator may be configured in such a mannerthat one end of the actuator is rotatably connected to a positionseparated from the rotation axes in the arms 51 and 52 and the other endof the actuator is rotatably connected to the body frame 21. Extensionand contraction of the actuator in a direction connecting one end to theother enables the arms 51 and 52 to rotate with respect to the bodyframe 21. The actuator 42 may be a hydraulic actuator. That is, a powersource of the actuator may be electric or hydraulic. The actuator 42 maybe a damper device that applies a damping force to a torque for rotatingthe arms 51 and 52.

<Suspension Control Mechanism>

The vehicle 1 may include suspension control mechanisms that reduceextension and contraction of the suspensions 33 and 35 (see FIG. 2). Thesuspension control mechanisms may be disposed inside the suspensions 33and 35, for example. The suspensions 33 and 35 include inner cylinders316 and 326 and outer cylinders 312 and 322. With extension andcontraction of the suspensions 33 and 35, a flow of oil occurs in thesuspensions. In the suspensions 33 and 35, orifices that are oilchannels and regulating valves for regulating flow rates in the oilchannels are provided. The suspension control mechanisms may beconfigured to control the regulating valves. An adjusting mechanism foradjusting the regulating valves may be mechanical or electric. In thecase of mechanical adjusting mechanisms, each of the mechanisms may beconfigured to control the position of the regulating valve by using amotor or a solenoid, for example. In the case of an electric adjustingmechanism, the regulating valves may be electromagnetic regulatingvalves. Each of the suspension control mechanisms may have aconfiguration that adjusts a magnetic fluid viscosity with a solenoid.

The suspension control mechanisms may control the regulating valvesbased on a signal from the control section of the vehicle 1. Thesuspension control mechanisms control opening and closing of theregulating valves to thereby regulate the flow rates of oil in thesuspensions 33 and 35. The suspension control mechanisms may suppressextension and contraction of the suspensions 33 and 35 by reducing theflow rates. The suspension control mechanisms may cancel suppression ofextension and contraction of the suspensions 33 and 35 by increasing theflow rates. For example, when the regulating valves are closed,extension and contraction of the suspensions 33 and 35 are suppressed,whereas when the regulating valves are opened, suppression of extensionand contraction of the suspensions 33 and 35 are canceled (operations ofextension and contraction are allowed).

The configuration of the suspension control mechanisms is not limited tothe above example. For example, suspension control mechanisms may beprovided to the right rotation prevention mechanism 34 and the leftrotation prevention mechanism 36. For example, in the configurationillustrated in FIG. 2, brake shoes may be provided to guide cylinders313 b and 323 b in which the rotation prevention rods 341 and 361 areinserted. When the brake shoes are actuated, the brake shoes contact therotation prevention rods 341 and 361 and lock relative movements of therotation prevention rods 341 and 361 relative to the guide cylinders 313b and 323 b. Each of the brake shoes may be actuated by an actuator suchas a motor or a hydraulic actuator, for example. The actuator for thebrake shoes may be attached to, for example, the body frame 21. Theconfiguration of the brakes used as the suspension control mechanisms isnot limited to the above example. For example, the brakes may have aconfiguration including a caliper or a configuration that restrictsextension and contraction of the suspensions by breaking a parallelrelationship between the extension/contraction direction of the rotationprevention mechanisms and the extension/contraction direction of thesuspensions.

The suspension control mechanism is provided independently of theactuator 42 of the roll angle control mechanism 74. In addition to theactuator 42, an actuator for suppressing extension and contraction ofthe suspensions 33 and 35 is additionally provided. In this manner, thepower source of the suspension control mechanism may be providedindependently of the power source of the roll angle control mechanism74. Accordingly, extension and contraction of the suspensions 33 and 35may be controlled without constraint of roll angle control. In addition,the roll angle control may be performed independently of control of theextension and contraction of the suspensions 33 and 35.

<Steering Mechanism 7>

As illustrated in FIG. 2, the steering mechanism 7 includes thehandlebar 23 and the steering force transfer mechanism 6. The steeringforce transfer mechanism 6 includes a steering shaft 60 and a tie rod67. In the example illustrated in FIG. 2, the steering force transfermechanism 6 also includes the brackets 317 and 327 and the suspensions33 and 35. The steering force transfer mechanism 6 is rotatablysupported on the head pipe 211 in a front portion of the body frame 21,integrally with the handlebar 23. The steering force transfer mechanism6 changes the directions of the right wheel 31 and the left wheel 32 inaccordance with rotation of the handlebar 23. That is, the steeringforce transfer mechanism 6 transfers a steering force with which a rideroperates the handlebar 23, to the right wheel 31 and the left wheel 32through the right bracket 317 and the left bracket 327.

The rotation axis Z of the steering shaft 60 extends in the top-bottomdirection of the body frame 21. The handlebar 23 is attached to an upperportion of the steering shaft 60. The steering shaft 60 rotates aboutthe rotation axis Z in accordance with an operation of the handlebar 23by a rider. A part of the steering shaft 60 is rotatably supported onthe head pipe 211. A lower portion of the steering shaft 60 is connectedto the tie rod 67 extending in the left-right direction through anintermediate transfer plate 61. The intermediate transfer plate 61 isrelatively non-rotatable with respect to the steering shaft 60. That is,the intermediate transfer plate 61 is rotatable together with thesteering shaft 60 about the direction in which the steering shaft 60extends.

The right end of the tie rod 67 is connected to the right bracket 317through a right transfer plate 62. The right transfer plate 62 isrotatable together with the right side member 53 about the direction inwhich the right side member 53 extends.

The left end of the tie rod 67 is connected to the left bracket 327through a left transfer plate 63. The left transfer plate 63 isrotatable together with the left side member 54 about the direction inwhich the left side member 54 extends.

FIG. 4 is a plan view of a front portion of the vehicle 1 when viewedfrom above the body frame 21. In FIG. 4, the body frame 21 is in theupright position. The following description with reference to FIG. 4 isbased on a premise that the body frame 21 is in the upright position.FIG. 4 illustrates a state where the front cover 221 is detached. InFIG. 4, the direction in which the right side member 53 extends isdefined as a right center axis X, and the direction in which the leftside member 54 is defined as a left center axis Y. The right center axisX and the left center axis Y extend in parallel with the rotation axis Zof the steering shaft 60.

As illustrated in FIG. 4, the intermediate transfer plate 61, the righttransfer plate 62, and the left transfer plate 63 are connected to thetie rod 67 through an intermediate front rod 641, a right front rod 651,and a left front rod 661, respectively. The intermediate front rod 641,the right front rod 651, and the left front rod 661 extend in thefront-rear direction of the body frame 21, and are rotatable about thedirection in which these rods extend. Accordingly, the intermediatefront rod 641, the right front rod 651, and the left front rod 661 areconnected to the tie rod 67 to be rotatable about an axis extending inthe front-rear direction.

The intermediate front rod 641, the right front rod 651, and the leftfront rod 661 are connected to the intermediate transfer plate 61, theright transfer plate 62, and the left transfer plate 63 through anintermediate joint 64, a right joint 65, and a left joint 66,respectively. The intermediate front rod 641 is relatively rotatableabout an axis parallel to the rotation axis Z with respect to theintermediate transfer plate 61. The right front rod 651 is relativelyrotatable about an axis parallel to the right center axis X with respectto the right transfer plate 62. The left front rod 661 is relativelyrotatable about an axis parallel to the left center axis Y with respectto the left transfer plate 63.

FIG. 5 is a plan view of a front portion of the vehicle 1 when viewedfrom above the body frame 21 in a state where the right wheel 31 and theleft wheel 32 are steered rightward.

When a rider operates the handlebar 23, the steering shaft 60 rotatesabout the rotation axis Z with respect to the head pipe 211. In the caseof rightward steering illustrated in FIG. 5, the steering shaft 60rotates in the direction of arrow G. With the rotation of the steeringshaft 60, the intermediate transfer plate 61 rotates about the rotationaxis Z in the direction of arrow G with respect to the head pipe 211.

With the rotation of the intermediate transfer plate 61 in the directionof arrow G, the intermediate front rod 641 of the tie rod 67 rotatesabout the intermediate joint 64 in the direction opposite to arrow Gwith respect to the intermediate transfer plate 61. Accordingly, the tierod 67 moves right-rearward while maintaining its posture.

With the right-rearward movement of the tie rod 67, the right front rod651 and the left front rod 661 of the tie rod 67 rotate about the rightjoint 65 and the left joint 66, respectively, in the direction oppositeto arrow G. Accordingly, the right transfer plate 62 and the lefttransfer plate 63 rotate in the direction of arrow G while the tie rod67 maintains its posture.

With the rotation of the right transfer plate 62 in the direction ofarrow G, the right bracket 317, which is relatively non-rotatable withrespect to the right transfer plate 62, rotates about the right centeraxis X in the direction of arrow G with respect to the right side member53.

When the left transfer plate 63 rotates in the direction of arrow G, theleft bracket 327, which is relatively non-rotatable with respect to theleft transfer plate 63, rotates about the left center axis Y in thedirection of arrow G with respect to the left side member 54.

When the right bracket 317 rotates in the direction of arrow G, theright suspension 33, which is connected to the right bracket 317 throughthe right inner cylinder 316, rotates about the right center axis X inthe direction of arrow G with respect to the right side member 53.Accordingly, the right wheel 31 supported by the right suspension 33rotates about the right center axis X in the direction of arrow G withrespect to the right side member 53.

When the left bracket 327 rotates in the direction of arrow G, the leftsuspension 35, which is connected to the left bracket 327 through theleft inner cylinder 326, rotates about the left center axis Y in thedirection of arrow G with respect to the left side member 54.Accordingly, the left wheel 32 supported by the left suspension 35rotates about the left center axis Y in the direction of arrow G withrespect to the left side member 54.

As described above, the steering force transfer mechanism 6 transfers asteering force to the right wheel 31 and the left wheel 32 in accordancewith an operation of the handlebar 23 by the rider. The right wheel 31and the left wheel 32 rotate about the right center axis X and the leftcenter axis Y, respectively, in the directions in accordance with theoperation direction of the handlebar 23 by the rider.

<Tilt Operation of Vehicle 1>

Next, with reference to FIGS. 2 and 6, a tilt operation of the vehicle 1will be described. FIG. 6 is a front view of a front portion of thevehicle 1 in a state where the body frame 21 tilts leftward when viewedfrom the front of the body frame 21.

As illustrated in FIG. 2, in the upright position of the body frame 21,the linkage mechanism 5 forms a rectangle when the vehicle 1 is viewedfrom the front of the body frame 21. As illustrated in FIG. 6, in thetilt state of the body frame 21, the linkage mechanism 5 forms aparallelogram when the vehicle 1 is viewed from the front of the bodyframe 21. The deformation of the linkage mechanism 5 is in conjunctionwith the tilt of the body frame 21 in the left direction or in the rightdirection. Actuation of the linkage mechanism 5 means that the upper arm51, the lower arm 52, the right side member 53, and the left side member54 constituting the linkage mechanism 5 relatively rotate about therotation axes respectively passing through the support parts A through Fthereof so that the linkage mechanism 5 is thereby deformed.

For example, as illustrated in FIG. 6, when the rider tilts the vehicle1 leftward, the head pipe 211, that is, the body frame 21, tiltsleftward relative to vertical direction. When the body frame 21 tilts,the upper arm 51 rotates about the axis passing through the support partA counterclockwise with respect to the body frame 21 when viewed fromthe rider. Similarly, the lower arm 52 rotates counterclockwise aboutthe axis passing through the support part D. Accordingly, the upper arm51 moves leftward relative to the lower arm 52.

With the leftward movement of the upper arm 51, the upper arm 51 rotatesabout the axis passing through the support part B and the axis passingthrough the support part C counterclockwise with respect to the rightside member 53 and the left side member 54, respectively. Similarly, thelower arm 52 rotates about the axis passing through the support part Eand the axis passing through the support part F counterclockwise withrespect to the right side member 53 and the left side member 54,respectively. Accordingly, the right side member 53 and the left sidemember 54 tilt leftward relative to the vertical direction whilemaintaining a posture parallel to the body frame 21.

At this time, the lower arm 52 moves leftward relative to the tie rod67. With the leftward movement of the lower arm 52, the intermediatefront rod 641, the right front rod 651, and the left front rod 661 ofthe tie rod 67 rotate with respect to the tie rod 67. Accordingly, thetie rod 67 maintains a posture parallel to the upper arm 51 and thelower arm 52.

With the leftward tilt of the right side member 53, the right wheel 31,which is connected to the right side member 53 through the right bracket317 and the right suspension 33, tilts leftward while maintaining aposture parallel to the body frame 21.

With the leftward tilt of the left side member 54, the left wheel 32,which is connected to the left side member 54 through the left bracket327 and the left suspension 35, tilts leftward while maintaining aposture parallel to the body frame 21.

The tilt operations of the right wheel 31 and the left wheel 32 havebeen described with respect to the vertical direction. In a tiltoperation of the vehicle 1 (in actuation of the linkage mechanism 5),the top-bottom direction of the body frame 21 does not coincide with thevertical direction. In the case where the description is given withrespect to the top-bottom direction of the body frame 21, in actuationof the linkage mechanism 5, relative positions of the right wheel 31 andthe left wheel 32 relative to the body frame 21 are changed. In otherwords, the linkage mechanism 5 tilts the body frame 21 relative to thevertical direction by changing the relative positions of the right wheel31 and the left wheel 32 relative to the body frame 21 in the top-bottomdirection of the body frame 21.

<System Configuration>

FIG. 7 is a block diagram illustrating an example configuration of acontrol system of the vehicle 1. In the example illustrated in FIG. 7,the control section 71 controls a roll angle control mechanism 74 and asuspension control mechanism 75 based on information indicating avehicle state. The control section 71 is connected to the roll anglecontrol mechanism 74 and the suspension control mechanism 75 wirelesslyor by wire. For example, the control section 71 is configured to enabletransmission of a control signal to a driving unit of the roll anglecontrol mechanism 74 and a driving unit of the suspension controlmechanism 75. The driving unit of the roll angle control mechanism 74may be, for example, a driving unit or the like of the actuator 42 ofthe roll angle control mechanism 74. The driving unit of the suspensioncontrol mechanism 75 may be, for example, an actuator, an attenuatingcircuit, or another component of the suspension control mechanism 75.

The control section 71 is connected to a sensor for detecting a state ofthe vehicle 1 wirelessly or by wire. The control section 71 receivesinformation indicating the state of the vehicle 1 from the sensor. Inthe example illustrated in FIG. 7, a throttle sensor 77, a vehicle speedsensor 78, and a posture angle sensor 79 are connected to the controlsection 71.

<Sensor>

The throttle sensor 77 sends a signal in accordance with a throttleopening degree of the vehicle 1 to the control section 71. The throttlesensor 77 is attached to the engine of the vehicle 1, for example, anddetects a throttle opening degree of a throttle valve of the engine.

The vehicle speed sensor 78 sends a signal in accordance with atraveling speed of the vehicle 1 to the control section 71. The vehiclespeed sensor 78 may detect a rotation speed of the wheel. In this case,the vehicle speed sensor 78 is attached to, for example, an axle of thefront wheels 3 or the rear wheel 4 or an output shaft of a transmission,and sends a signal in accordance with the rotation speed of the wheel tothe control section 71.

The posture angle sensor 79 sends a signal in accordance with a rollangle of the body frame 21 to the control section 71. For example, theposture angle sensor 79 may be a gyroscope for detecting a roll angularvelocity and a roll angle of the body frame 21. The gyroscope may be athree-axis gyroscope for detecting angular velocities or angles of a yawangle and a pitch angle in addition to the roll angle. The posture anglesensor 79 is not limited to a gyroscope. For example, the posture anglesensor 79 may be an acceleration sensor, a sensor for detecting rotationangles, angular velocities, or torques of the arms 51 and 52 withrespect to body frame 21, or a sensor for detecting an angle of apendulum hanging from the body frame 21, or a combination of at leastthese two sensors.

Sensors connected to the control section 71 are not limited to the aboveexample. For example, the control section 71 may receive informationfrom an acceleration sensor in three-axis directions, an angularacceleration sensor for three axes, a steering angle sensor, a steeringtorque sensor, an engine torque sensor, an engine revolution speedsensor, a seat pressure sensor, or a stroke sensor for detecting theoperation amount of a brake, for example.

<Control Section>

The control section 71 includes a determination section 72 and an anglecontrol section 73. The determination section 72 determines control ofthe roll angle and control of extension and contraction of thesuspensions based on information acquired from the group of the sensors77 through 79 and indicating the vehicle state. The angle controlsection 73 controls the roll angle control mechanism based on the rollangle control determined by the determination section 72 and the rollangle of the body frame 21 detected by the posture angle sensor 79.

The determination section 72 determines whether roll angle controlduring traveling toward stop is necessary or not based on informationacquired from at least one of the group of the sensors 77 through 79 andindicating the vehicle state. This determination includes determinationof start or cancel of roll angle control during traveling toward stop.For example, the determination section 72 may determine whether rollangle control during traveling toward stop is necessary or not based onpredetermined conditions for the vehicle state. If the vehicle statesatisfies a first condition, for example, the determination section 72may determine to start roll angle control during traveling toward stop,whereas if the vehicle state satisfies a second condition, thedetermination section 72 may determine to cancel the roll angle control.

The state of “during traveling toward stop” is, for example, a travelingstate determined to be highly probably stopped within several seconds.Determination on whether the vehicle is traveling toward stop or not isbased on, for example, whether the vehicle speed is below apredetermined threshold or not. If the vehicle 1 shows a behavior oftraveling toward stop, the determination section 72 determines toperform roll angle control during traveling toward stop. Accordingly, ina case where the vehicle increases the speed again from a deceleratedstate for stop, for example, the determination section 72 mightdetermine to perform roll angle control during traveling toward stop insome cases.

The roll angle control during traveling toward stop may be, for example,control of causing the roll angle to approach a set target value. Inthis case, the target value may be a predetermined value or a valuedetermined based on the vehicle state. The determination section 72 maydetermine this target value. The target value is a roll angle suitablefor a state during traveling toward stop, and may be, for example, aroll angle at which the body frame 21 is in the upright position.

The roll angle control during traveling toward stop is not limited to amode of controlling the roll angle to the target value. For example, theroll angle control may be, for example, control of reducing an angularvelocity or an angle range with which the roll angle changes.

The determination section 72 determines whether extension andcontraction of the suspensions 33 and 35 are necessary or not based oninformation indicating the vehicle state and acquired from at least oneof the group of the sensors 77 through 79. This necessity determinationincludes determination on start or cancel of suppression of extensionand contraction of the suspensions 33 and 35. For example, it may bedetermined whether suppression of extension and contraction of thesuspensions 33 and 35 based on predetermined conditions of the vehiclestate. If the vehicle state satisfies a third condition, for example,the determination section 72 determines to start suppression ofextension and contraction of the suspensions 33 and 35, whereas if thevehicle state satisfies a fourth condition, the determination section 72determines to cancel suppression of extension and contraction of thesuspensions 33 and 35.

The suppression of extension and contraction of the suspensions 33 and35 may be a mode of locking to prevent extension and contraction of thesuspensions 33 and 35, for example. Alternatively, the suppression ofextension and contraction of the suspensions 33 and 35 may be a mode ofapplying a resistance against a force for extension and contraction ofthe suspensions 33 and 35 or a mode of increasing such a resistance.

In at least a part of the roll angle control period during travelingtoward stop, the determination section 72 may determine to reduceextension and contraction of the suspensions 33 and 35. That is, thefirst through fourth conditions may be set in such a manner thatextension and contraction of the suspensions 33 and 35 are suppressed inat least a part of a period in which the roll angle control duringtraveling toward stop is performed. For example, by making the firstcondition and the third conditions the same, the determination section72 may determine to start roll angle control during traveling towardstop and suppression of extension and contraction of the suspensions 33and 35 at the same time. Alternatively, by making the first conditionand the third condition different from each other, the determinationsection 72 may start suppression of extension and contraction of thesuspensions 33 and 35 and start roll angle control during travelingtoward stop at different times. Alternatively, the determination section72 may include start of roll angle control during traveling toward stopin a condition for start of suppression of extension and contraction ofthe suspensions.

As an example, the first condition for starting roll angle control mayinclude a condition that the vehicle speed is a threshold Th2 or less,and the third condition for starting suppression of extension andcontraction of the suspensions may include a condition that the vehiclespeed is a threshold Th1 or less. In this case, the control section 71may perform control of causing the suspension control mechanism 75 tosuppress extension and contraction of the suspensions 33 and 35 in aperiod in at least a part of a period in which the vehicle speed of thevehicle 1 is in a low-speed traveling range and in at least a part of aperiod in which the roll angle control mechanism 74 performs roll anglecontrol. This control allows the period in which the vehicle speed ofthe vehicle 1 is in the low-speed traveling range to include a period inwhich control of the roll angle by the roll angle control mechanism 74and suppression of extension and contraction of the suspensions 33 and35 are performed at the same time.

Here, the low-speed traveling range refers to a range in which thevehicle speed of the vehicle 1 is lowest among a plurality of rangesobtained by dividing the entire vehicle-speed range except for a stoppedstate. That is, the entire vehicle-speed range of the vehicle 1 exceptfor the stopped state may be divided into a high-speed traveling rangeand the low-speed traveling range. The low-speed traveling range may beset as a range where the vehicle speed v is higher than zero and islower than an upper limit VLu (i.e., 0<v<VLu). In this case, thehigh-speed traveling range is a range where the vehicle speed v is VLuor more and is a maximum speed Vmax of the vehicle 1 or less (i.e.,VLu≤v≤Vmax). The upper limit VLu of the low-speed traveling range is notlimited to a specific value, and, for example, is set at a valuedepending on the type of the vehicle. The low-speed traveling range maybe, for example, a vehicle speed range in which the vehicle may bedetermined to be traveling toward stop. Both the thresholds Th1 and Th2of the vehicle speed described above are included in the low-speedtraveling range. The threshold Th1 and the threshold Th2 may be the sameor different from each other.

The determination section 72 may perform determination in such a mannerthat the roll angle control during traveling toward stop continues afterstop of the vehicle. For example, the second condition may be set not tocancel the roll angle control during traveling toward stop even when thevehicle 1 stops. For example, a condition in which the vehicle speedexceeds a predetermined threshold may be included in the secondcondition. In this case, if the vehicle 1 stops and then startstraveling so that the vehicle speed exceeds the threshold, thedetermination section 72 may determine to cancel roll angle controlduring traveling toward stop.

The determination section 72 may still continue suppression of extensionand contraction of the suspensions after stop of the vehicle. Forexample, the fourth condition may be set in such a manner thatsuppression of extension and contraction of the suspensions is notcanceled even when the vehicle 1 stops. For example, a condition inwhich the vehicle speed exceeds a predetermined threshold may beincluded in the fourth condition. In this case, if the vehicle 1 stopsand then starts traveling so that the vehicle speed exceeds thethreshold, the determination section 72 may determine to cancelsuppression of extension and contraction of the suspensions.

The determination section 72 may determine whether roll angle controlduring traveling toward stop is necessary or not and whether suppressionof extension and contraction of the suspensions is necessary or not, byusing a plurality of parameters indicating a vehicle state. Theplurality of parameters indicating the vehicle state are determinedbased on information obtained from the sensors 77 through 79. Thedetermination section 72 compares the parameters indicating the vehiclestate with thresholds to thereby perform the determinations describedabove. These thresholds are data indicating the first through fourthconditions. The thresholds may be recorded in a storage unit (e.g.,memory) of the control section 71 beforehand. That is, the controlsection 71 may store data indicating the first through fourth conditionsbeforehand. The determination section 72 may change the thresholdsdepending on the vehicle state.

A combination of parameters used for determining whether roll anglecontrol during traveling toward stop is necessary or not may bedifferent from a combination of parameters used for determining whethersuppression of extension and contraction of the suspensions is necessaryor not. At least one parameter used for determining whether roll anglecontrol during traveling toward stop is necessary or not may be the sameas a parameter used for determining whether suppression of extension andcontraction of the suspensions is necessary or not. In this case, athreshold of the parameter used for determining whether roll anglecontrol during traveling toward stop is necessary or not may bedifferent from a threshold of the parameter used for determining whethersuppression of extension and contraction of the suspensions is necessaryor not.

As an example, a combination of parameters used for determining start ofroll angle control during traveling toward stop may be constituted bythe vehicle speed, the throttle opening degree, and the roll angle, anda combination of parameters used for determining start of suppression ofextension and contraction of the suspensions may be constituted by onlythe vehicle speed. In this example, a threshold of the vehicle speedused for determining start of roll angle control during traveling towardstop may be different from a threshold of the vehicle speed used fordetermining start of suppression of extension and contraction of thesuspensions.

In this example, the determination section 72 acquires informationindicating the vehicle state from the sensors. Based on the informationindicating the vehicle state, the determination section 72 determinescancellation of control of the roll angle by the roll angle controlmechanism 74 and cancellation of suppression of extension andcontraction of the suspensions by the suspension control mechanism 75.In this case, from the information indicating the vehicle state, thedetermination section 72 may acquire information on at least one of arider's intention of causing the vehicle 1 to travel or a rider'sintention of canceling roll angle control or suppression of motion ofthe suspensions.

The determination section 72 may determine a rider's intention ofcausing the vehicle 1 to travel based on information on at least one ofthe throttle, the brake, or the vehicle speed. In this case, each of thesecond condition and the fourth condition includes a condition of atleast one of the throttle opening degree, whether a brake operation isperformed or not or the amount of the brake operation, and the vehiclespeed. The condition included is, for example, that the amount of changein at least one of a throttle opening degree, a brake operation, and avehicle speed detected by the sensors exceeds a threshold. Accordingly,based on information indicating a rider's intention of causing thevehicle 1 to travel, it may be determined whether cancellation of rollangle control or suppression of extension and contraction of thesuspensions is necessary or not.

Alternatively, the vehicle 1 may include an operation device, such as abutton, for receiving a cancellation instruction of roll angle controland/or suppression of extension/contraction of the suspensions from therider. In this case, the determination section 72 detects an input ofthe cancellation instruction through the operation device. Accordingly,it is possible to acquire information indicating a rider's intention ofcanceling roll angle control or suppression of movement of thesuspensions.

If the determination section 72 determines that roll angle controlduring traveling toward stop is performed, the angle control section 73determines control of rotations of the arms 51 and 52 based on the rollangle of the body frame 21 detected by the posture angle sensor 79. Theangle control section 73 determines the magnitude and direction of arotary force as control of rotation, and outputs the magnitude anddirection to the roll angle control mechanism 74. For example, the anglecontrol section 73 may determine the magnitude and direction of therotary force applied to the arms 51 and 52 based on a target value ofthe roll angle and the roll angle detected by the posture angle sensor79. Accordingly, an actual roll angle of the body frame 21 may be fedback to control by the roll angle control mechanism.

For example, the angle control section 73 may determine the rotationdirection of the arms 51 and 52 that reduces the difference between thetarget value of the roll angle and the roll angle detected by theposture angle sensor 79, as the direction of a rotation to be applied.The angle control section 73 may determine a magnitude of the rotaryforce to be applied in accordance with the difference between the targetvalue of the roll angle and the roll angle detected by the posture anglesensor 79. The angle control section 73 may also determine the magnitudeof a rotary force to be applied based on a torque to rotation of thearms 51 and 52 with respect to the body frame 21.

The control of the angle control section 73 is not limited to thecontrol of reducing the difference between the roll angle detected bythe posture angle sensor 79 and the target value of the roll angle. Theangle control section 73 may determine, for example, an instructionvalue of a motor of an actuator by using a rotation speed or a torque ofthe arms with respect to the body frame and a current value of themotor.

In this embodiment, the control section 71 acquires informationindicating the vehicle state including the vehicle speed of the vehicle1 from sensors provided in the vehicle 1. Based on the vehicle state,the control section 71 determines whether the roll angle of the bodyframe is controlled or not. For example, if the vehicle speed is in atleast a part of the low-speed traveling range (e.g., if the vehiclespeed v is the threshold Th2 or less (i.e., v≤Th2)), the control section71 determines to control roll angle. Based on this determination result,the control section 71 supplies a control signal or control data to anactuator of the roll angle control mechanism 74. The actuator outputs aforce for rotating the arms with respect to the body frame or a forceagainst rotation of the arms with respect to the body frame, inaccordance with the control signal or the control data.

The control section 71 determines whether to suppress extension andcontraction of the suspensions based on the vehicle state. For example,if the vehicle speed is in at least a part of the low-speed travelingrange (e.g., the vehicle speed v is the threshold Th1 or less (i.e.,v≤Th1)), the control section 71 determines to suppress extension andcontraction of the suspensions. Based on this determination result, thecontrol section 71 supplies a control signal or control data to thesuspension control mechanism 75. The suspension control mechanism 75suppresses extension and contraction of the suspensions in accordancewith the control signal or the control data.

In the low-speed traveling range, at least a part of a vehicle speedrange determined to be a range in which the roll angle is controlledoverlaps with at least a part of a vehicle speed range determined to bea range in which extension and contraction of the suspensions issuppressed. Accordingly, in at least a part of a period in which thevehicle speed of the vehicle 1 is in at least a part of the low-speedtraveling range and the roll angle is controlled by the roll anglecontrol mechanism 74, the suspension control mechanism 75 suppressesextension and contraction of the suspensions. The process of determiningwhether to suppress the suspensions by the control section 71 is notlimited to this example. For example, the control section 71 may controlthe suspensions, based on the vehicle speed and information indicatingwhether roll angle control by the roll angle control mechanism isperformed or not.

The control section 71 may be constituted by an electronic control unit(ECU). The control section 71 may be constituted by a computer includinga processor and a memory or a circuit formed on a board. In the casewhere the control section 71 is constituted by a computer, the processof the control section 71 is, for example, implemented by reading andexecuting a program from a memory with the processor. Such a program anda non-transitory recording medium in which the program is recorded arealso included in the embodiment of the present teaching.

The configuration of the control section 71 is not limited to theexample illustrated in FIG. 7. For example, the determination section 72and the angle control section 73 may be constituted by computersindependently of each other or circuits formed on different boards. Forexample, the angle control section 73 may be incorporated in a part ofthe roll angle control mechanism 74.

<Operation Example>

FIG. 8 is a timing chart demonstrating an example of control of a rollangle and a suspension by the control section 71 illustrated in FIG. 7.In FIG. 8, the abscissa represents time. The ordinate represents thevehicle speed or the roll angle. The line V1 represents a change in thevehicle speed over time, and line R1 represents a change in a roll angleover time. The threshold Th1 represents a threshold of the vehicle speedfor use in determining start of suppression of extension and contractionof the suspensions (an example of the third condition). The thresholdTh2 represents a threshold of the vehicle speed for use in determiningwhether to start roll angle control during traveling toward stop (anexample of the first condition). The threshold Th3 represents athreshold of a vehicle speed for use in determining whether to cancelsuppression of extension and contraction of the suspensions (an exampleof the fourth condition). The threshold Th4 represents a threshold ofthe vehicle speed for use in determining whether to cancel roll anglecontrol during traveling toward stop (an example of the secondcondition).

In the example shown in FIG. 8, when the vehicle speed decreases belowthe threshold Th1 at time t1, the determination section 72 determinesstart of suppression of extension and contraction of the suspensions. Attime t1, the control section 71 issues an instruction of suppressingextension and contraction of the suspensions to the suspension controlmechanism 75. The suspension control mechanism 75 locks the suspensionsto prevent the suspensions from extending and contracting.

At time t2, when the vehicle speed decreases below the threshold Th2,the determination section 72 determines to start roll angle controlduring traveling toward stop. Although not shown, it is assumed that attime t2, the throttle opening degree and the roll angle have alreadysatisfied the condition for starting roll angle control during travelingtoward stop (first condition). At time t2, the control section 71instructs the roll angle control mechanism 74 to control the roll angleduring traveling toward stop. In this example, since Th1>Th2, after thestart of suppression of extension and contraction of the suspensions,roll angle control during traveling toward stop starts.

The determination section 72 sets a roll angle R(t2) at time t2 as atarget value of the roll angle during traveling toward stop. The anglecontrol section 73 compares the roll angle R(t2) with a roll angle Rsdetected by the posture angle sensor 79. If the signs (positive (+) ornegative (−)) of R(t2) and Rs are the same and |R(t2)|<|Rs|, the anglecontrol section 73 determines a rotary force of the arms 51 and 52 insuch a manner that Rs=R(t2) is established. Here, as an example, a rollangle in a state where the top-bottom direction of the body frame 21coincides with the vertical direction (gravity direction) is defined aszero degrees. A roll angle in a state where the body frame 21 tiltsrightward with respect to the vertical direction is defined as positive(+), and a roll angle in a state where the body frame 21 tilts leftwardwith respect to the vertical direction is defined as negative (−). Inthis manner, at and after time t2, the roll angle is kept at R(t2).

In this example, since the threshold Th3>0, if the vehicle speed iszero, it is determined that the condition for starting roll anglecontrol during traveling toward stop (first condition) is satisfied andthe condition for canceling the roll angle control (second condition) isnot satisfied. Similarly, since the threshold Th4>0, if the vehiclespeed is zero, it is determined that the condition for startingsuspension suppression control (third condition) is satisfied and thecondition for canceling the suspension suppression control (fourthcondition) is not satisfied. Thus, after the vehicle 1 stops at time t3,roll angle control and suppression of extension and contraction of thesuspensions during traveling toward stop still continue.

FIG. 9 is a flowchart depicting an example process in which thedetermination section 72 determines whether to start roll angle controland suppression of extension and contraction of the suspensions duringtraveling toward stop. The determination section 72 determines whetheror not the vehicle speed is a threshold or less (51). If the vehiclespeed is the threshold or less, the determination section 72 determinesto start suppression of extension and contraction of the suspensions(S2). The determination section 72 determines whether or not each of thethrottle opening degree, the vehicle speed, and the roll angle is withina threshold, inclusive (S3 through S5). If each of the throttle openingdegree, the vehicle speed, and the roll angle is within the threshold,inclusive, the determination section 72 determines start of roll anglecontrol during traveling toward stop (S6). The determination section 72records a roll angle (R(t2) in the example of FIG. 8) when start of theroll angle control is determined in the memory as a target value. Theangle control section 73 issues an instruction to the roll angle controlmechanism 74 so as to hold the roll angle of the body frame 21 at thetarget value (S7). The process in FIG. 9 may be executed by thedetermination section 72 in predetermined cycles.

With reference to FIG. 8 again, suppose at time t4, a rider performs anoperation of causing a tilt of the vehicle 1 in the left direction or inthe right direction to approach zero degrees with respect to thevertical direction (gravity direction). In this case, the controlsection 71 controls the roll angle control mechanism 74 in such a mannerthat the roll angle of the body frame 21 approaches zero degrees inaccordance with the operation of the rider. Accordingly, the roll anglechanges to approach zero degrees by an amount in accordance with therider's operation (time t5). The control section 71 sets a roll angleafter the change in accordance with the rider's operation as a newtarget value. Accordingly, in the roll angle control during travelingtoward stop, the roll angle control mechanism may control the roll angleso as to permit motion of causing the tilt of the vehicle 1 to approachthe upright position by a rider's operation.

FIG. 10 is a flowchart depicting a process in which the control section71 updates a target value of the roll angle. The control section 71 (thedetermination section 72 or the angle control section 73) determineswhether the roll angle Rs of the body frame 21 acquired from the postureangle sensor 79 is closer to the zero degrees than the set target value(R(t2) in the example of FIG. 8) or not (S11). For example, the controlsection 71 determines whether |R(t2)|>|Rs| or not. If YES in S11, thecontrol section 71 updates the target value to the roll angle Rsacquired from the posture angle sensor 79 (S12). The angle controlsection 73 issues an instruction to the roll angle control mechanism 74so that the roll angle of the body frame 21 is held at the updatedtarget value (S13). The control section 71 may repeatedly perform theprocess of FIG. 10 at predetermined intervals in a period in which rollangle control during traveling toward stop is performed.

With reference to FIG. 8 again, the vehicle 1 starts traveling at timet6. After the start of traveling of the vehicle 1, when the vehiclespeed exceeds the threshold Th4 at time t7, the determination section 72determines to cancel roll angle control during traveling toward stop. Attime t7, the control section 71 instructs cancellation of roll anglecontrol during traveling toward stop to the roll angle control mechanism74.

When the vehicle speed exceeds the threshold Th3 at time t8, thedetermination section 72 determines cancellation of suspensionsuppression control. At time t8, since Th3>Th4 in this example, aftercancellation of roll angle control during traveling toward stop,suppression of extension and contraction of the suspensions is canceled.

FIG. 11 is a flowchart depicting an example process in which thedetermination section 72 determines to cancel roll angle control andsuppression of extension and contraction of the suspensions duringtraveling toward stop. The determination section 72 determines whetheror not at least one of the throttle opening degree, the vehicle speed,or the acceleration is at or above a threshold (S21 through S23). Forexample, if the vehicle speed exceeds a threshold (Th3 in the example ofFIG. 8), the determination section 72 determines to cancel roll anglecontrol during traveling toward stop (S24). The determination section 72determines whether or not the vehicle speed is a threshold (Th4 in theexample of FIG. 8) or less (S25). If the vehicle speed is at or abovethe threshold, the determination section 72 determines to cancelsuppression of extension and contraction of the suspensions (S26). Inthe example of FIG. 11, if it is determined that the condition forcanceling roll angle control during traveling toward stop is satisfied,determination of canceling suppression of extension and contraction ofthe suspensions is executed. Thus, after cancellation of roll anglecontrol during traveling toward stop, cancellation of suppression ofextension and contraction of the suspensions is executed.

In the operation example of FIG. 8, extension and contraction of thesuspensions are suppressed in a period in which roll angle controlduring traveling toward stop is performed (t2 through t7). Accordingly,in the period in which roll angle control during traveling toward stopis performed, the responsiveness of the roll angle of the body frame toadjustment of rotations of the arms 51 and 52 by the roll angle controlmechanism 74 is high. Thus, in traveling toward stop, movement of theroll angle of the body frame 21 controlled by the roll angle controlmechanism 74 may be easily converged. As a result, the roll angle may becontrolled depending on various possible situations occurring duringtraveling toward stop.

In addition, even in a case where extension and contraction of thesuspensions 33 and 35 is suppressed while the vehicle 1 is travelingtoward stop, the linkage mechanism 5 of the vehicle 1 absorbs movementof the right wheel 31 and the left wheel 32 in the top-bottom directionwith respect to the body frame 21. Accordingly, an increase invibrations of the body frame caused by suppression of extension andcontraction of the suspensions 33 and 35 during traveling toward stopmay be reduced.

In the example of FIG. 8, extension and contraction of the suspensionsare suppressed in the entire period in which roll angle control duringtraveling toward stop is performed (t2 through t7). Alternatively,extension and contraction of the suspension may be suppressed in a partof this period.

<Variations of Linkage Mechanism>

The configuration of the linkage mechanism 5 is not limited to theparallelogram linkage illustrated in FIG. 2. The linkage mechanism mayinclude a shock tower as an arm that rotates with respect to the bodyframe, for example. FIG. 12 is a view illustrating an example of thelinkage mechanism including the shock tower. In the example illustratedin FIG. 12, a shock tower 102 is attached to the body frame 101 to berotatable about the rotating shaft 100. The vehicle 1 a includes a rightsuspension arm 103, a left suspension arm 104, a right suspension 107,and a left suspension 108. The right suspension arm 103 is rotatablyconnected to the body frame 101 at one end and is rotatably connected toa right wheel 105 at the other end. The left suspension arm 104 isrotatably connected to the body frame 101 at one end and is rotatablyconnected to the left wheel 106 at the other end. The right suspension107 is rotatably connected to the right suspension arm 103 at one endand is rotatably connected to the shock tower 102 at the other end. Theleft suspension 108 is rotatably connected to the left suspension arm104 at one end and is rotatably connected to the shock tower 102 at theother end. The actuator 109 adjusts rotation of the shock tower 102 withrespect to the body frame 101.

A configuration including no shock tower may also be employed. FIG. 13is a view illustrating an example configuration of the linkage mechanismincluding no shock tower. In the example illustrated in FIG. 13, thelinkage mechanism includes, as arms that rotate with respect to a bodyframe 111, a pair of right arms 113 u and 113 d rotatably connected tothe body frame 111 at one end and rotatably connected to the right wheel115 at the other end, and a pair of left arms 114 u and 114 d rotatablyconnected to the body frame 111 at one end and rotatably connected tothe left wheel 116 at the other end. In this case, a suspension 117 isrotatably connected to the arm 113 d of the pair of right arms at oneend and is rotatably connected to the arm 114 d of the pair of left armsat the other end. An actuator 118 applies a rotary force to the rightarm 112 d and the left arm 114 d to thereby adjust rotation of the rightarm 112 d with respect to the body frame 111 and rotation of the leftarm 114 d with respect to the body frame 111. In the configurationillustrated in FIG. 13, the suspension 117 is also disposed between theright and left wheels 115 and 116 and the body frame 111.

FIG. 14 is a view illustrating another variation of the linkagemechanism. The linkage mechanism illustrated in FIG. 14 includes a pairof right arms 123 d and 123 u connecting a body frame 121 and a rightwheel 125 to each other and a pair of left arms 124 d and 124 uconnecting the body frame 121 and a left wheel 126 to each other. Abalancer arm 122 is rotatably connected between the right arm 123 d ofthe pair of right arms and the left arm 124 d of the pair of left arms.The balancer arm 122 rotatably bridges over the body frame 121 with asuspension 127 interposed therebetween. An actuator 128 applies a rotaryforce to the balancer arm 122 to thereby adjust rotation of the balancerarm 122 with respect to the body frame 121.

In the example described above, the rotation axes of the arms of thelinkage mechanism extend in the front-rear direction of the vehicle.Alternatively, the rotation axes of the arms of the linkage mechanismmay extend in the left-right direction of the vehicle. As such avariation, the linkage mechanism includes a right arm supporting theright wheel and a left arm supporting the left wheel. The right arm andthe left arm are formed to extend in the front-rear direction of thevehicle. The right arm and the left arm rotate within a planeperpendicular to the left-right axis of the vehicle. That is, the axesof rotations of the right arm and the left arm with respect to the bodyframe are in the left-right direction of the vehicle. One end of theright arm is rotatably supported by the body frame. The other end of theright arm supports the right wheel so that the right wheel is rotatableabout an axle. One end of the left arm is rotatably supported by thebody frame. The other end of the left arm supports the left wheel sothat the left wheel is rotatable about an axle. In this case, theleft-right tilt angle control mechanism includes an actuator foradjusting the rotations of the right arm and the left arm with respectto the body frame.

<Other Variations>

In the embodiment described above, the steering force transfer mechanism6 is configured to transfer rotation of the handlebar 23 to the rightwheel 31 and the left wheel 32. That is, although the steering forcetransfer mechanism 6 is configured to transfer rotation of the handlebar23 to the front wheels, the steering force transfer mechanism 6 may beconfigured to transfer rotation of the handlebar 23 to the rear wheel.In the embodiment described above, the front wheels are the right wheel31 and the left wheel 32 arranged in the left-right direction, but thevehicle 1 may be configured such that the right wheel 31 and the leftwheel 32 are rear wheels.

For example, in a case where the right wheel 31 and the left wheel 32are rear wheels, the steering force transfer mechanism 6 may beconfigured to transfer rotation of the handlebar to a front wheeldisposed ahead of the right wheel 31 and the left wheel 32, and may bealso configured to transfer rotation of the handlebar to the right wheel31 and the left wheel 32 that are rear wheels. The wheel disposed aheadof or behind the right wheel 31 and the left wheel 32 (the rear wheel 4in the above example) is not limited to one wheel, and may be twowheels.

An actuator of a left-right tilt angle control mechanism in a leaningvehicle according to present teaching adjusts rotation of an arm withrespect to a body frame. This actuator supplies at least one of a forcefor rotating the arm with respect to the body frame or a force againstrotation of the arm with respect to the body frame. The left-right tiltangle control mechanism may be configured to include, for example, theactuator that has a part connected to the body frame and a partconnected to the arm and applies a force for moving these parts relativeto each other.

A period in which the left-right tilt angle control mechanism performstilt angle control is a period in which a force of the actuator acts onrotation of the arm with respect to the body frame. The force of theactuator may act as a force against rotation of the arm in some cases ormay act as a force for rotating the arm in other cases.

A control section according to an embodiment of the present teachingcontrols execution of tilt angle control by the left-right tilt anglecontrol mechanism in the left-right direction of the body frame andcancellation of execution of the tilt angle control. In a state wherethe tilt angle is controlled by the left-right tilt angle controlmechanism, the actuator acts on rotation of the arm. That is, rotationof the arm with respect to the body frame is controlled by the actuator.In a state where the tilt angle control by the left-right tilt anglecontrol mechanism is canceled, the actuator does not act on rotation ofthe arm. That is, rotation of the arm with respect to the body frame isnot affected by the actuator.

In the embodiment described above, the control section causes the rollangle control mechanism to control a roll angle in a low-speed travelingrange. The roll angle control mechanism (left-right tilt angle controlmechanism) may control a roll angle of the body frame (a tilt in theleft direction or in the right direction) in a region except thelow-speed traveling range (i.e., a high-speed traveling range).

The leaning vehicle according to the present teaching may include a tiltlock mechanism that prevents the body frame from tilting in the leftdirection or in the right direction, in addition to the left-right tiltangle control mechanism.

The control section cancels control of a tilt angle by the left-righttilt angle control mechanism in accordance with a change in the vehiclestate caused by at least one of a rider's intention of causing theleaning vehicle to travel (vehicle travel intention) or a rider'sintention of canceling tilt angle control by the left-right tilt anglecontrol mechanism (left-right tilt angle control cancellationintention). The control section detects a change in the vehicle state byacquiring a signal or data indicating an operation of a rider or asignal or data from a sensor mounted on the vehicle. The control sectiondetermines whether or not the detected change in the vehicle state iscaused by the rider's vehicle travel intention or the left-right tiltangle control cancellation intention. This determination may be made by,for example, determining whether the detected change in the vehiclestate satisfies a predetermined condition or not. If the detected changein the vehicle state is caused by the rider's vehicle travel intentionor the left-right tilt angle control cancellation intention, the controlsection cancels control of the tilt angle by the left-right tilt anglecontrol mechanism.

The control section cancels suppression of motion of a buffer device inaccordance with the change in the vehicle state caused by at least oneof a rider's intention of causing the leaning vehicle to travel (vehicletravel intention) or an intention of canceling suppression of motion ofthe buffer device (buffer suppression cancellation intention). Thecontrol section detects a change in the vehicle state by acquiring asignal or data indicating an operation of a rider or a signal or datafrom a sensor mounted on the vehicle. The control section determineswhether or not the detected change in the vehicle state is caused by therider's vehicle travel intention or the buffer suppression cancellationintention. This determination may be made by, for example, determiningwhether the detected change in the vehicle state satisfies apredetermined condition or not. If the detected vehicle state is causedby the rider's vehicle travel intention or the buffer suppressioncancellation intention, the control section cancels suppression ofmotion of the buffer device.

The control section detects an input of an instruction for cancelingsuppression of the buffer device by the rider (e.g., an operation of,for example, a button, a lever, or a switch by the rider) to therebyacquire information indicating the intention of canceling suppression ofmotion of the buffer device. The control section detects an input of aninstruction for canceling left-right tilt angle control by the rider(e.g., an operation of, for example, the button, the lever, or theswitch by the rider) to thereby acquire information indicating theintention of canceling left-right tilt angle control of the body frame.

The control section controls a state where the buffer control mechanismsuppresses motion of the buffer device and a state where the buffercontrol mechanism cancels suppression of motion of the buffer device. Inthe state where the buffer control mechanism suppresses motion of thebuffer device, motion of the buffer device is suppressed more greatlythan in the state where suppression of motion of the buffer device iscanceled. As an example, the state where motion of the buffer device islocked may be a state where motion of the buffer device is suppressed,and a state where the lock of motion of the buffer device is canceledmay be a state where suppression of motion of the buffer device iscanceled. As another example, in the state where motion of the bufferdevice is suppressed, the buffer control mechanism may more greatlysuppress motion of the buffer device than in the state where suppressionof motion of the buffer device is canceled.

The linkage mechanism is disposed between the body frame and each of theright wheel and the left wheel. This means that the linkage mechanism ison a force transfer path between the body frame and the right wheel andon a force transfer path between the body frame and the left wheel.Thus, space where the linkage mechanism may be placed is not limited tospace disposed between the body frame and the right wheel and spacedisposed between the body frame and the left wheel.

The body frame is a member that receives stress on the leaning vehicleduring traveling. Examples of the body frame include monocoque(stressed-skin structure), semi-monocoque, and a structure in which avehicle part also serves as a member that receives stress. For example,a part such as an engine or an air cleaner may be a part of the bodyframe.

The buffer device buffers motion of the right wheel and the left wheelwith respect to the body frame. The buffer device is disposed betweenthe body frame and each of the right wheel and the left wheel. Thismeans that the buffer device is on a force transfer path between thebody frame and the right wheel and on a force transfer path between thebody frame and the left wheel. Thus, space where the buffer device maybe placed is not limited to space disposed between the body frame andthe right wheel and space disposed between the body frame and the leftwheel.

The buffer device is not limited to the configuration that buffersmotion of the right wheel and the left wheel with respect to the bodyframe by extension and contraction of the buffer device. For example,the buffer device may be configured to include a rotating part havingone end supporting the right wheel or the left wheel in such a mannerthat the right wheel or the left wheel is rotatable about an axle andanother end supported on the body frame in such a manner that the otherend is rotatable about a rotating shaft parallel to the axis. In thiscase, the buffer device further includes a damper part for suppressingrotation of the rotating part. For example, the buffer device includesan oil chamber charged with oil for suppressing rotation of the rotatingpart with respect to the body frame. The oil chamber is fixed to thebody frame. The rotating part includes a vane radially extending fromthe rotating shaft. The vane is attached to be rotatable in the oilchamber. The buffer control mechanism controls the flow rate of oil withthe vane in the oil chamber to thereby suppress motion of the bufferdevice and cancel the suppression.

In the embodiment described above, in the low-speed traveling range,after suppression of extension and contraction of the suspensionsstarts, control of the roll angle by the roll angle control mechanismstarts. After the control of the roll angle is canceled, the suppressionof extension and contraction of the suspensions is canceled. The timingof tilt angle control by the roll angle control mechanism (left-righttilt angle control mechanism) and the timing of suppression of extensionand contraction of the suspensions (suppression of motion of the bufferdevice) by the suspension control mechanism (buffer control mechanism)are not limited to the examples described above.

For example, after control of a tilt angle of the body frame in the leftdirection or in the right direction starts, suppression of motion of thebuffer device may start. These processes may start at the same time.After suppression of motion of the buffer device is canceled, control ofthe tilt angle of the body frame in the left direction or in the rightdirection may be canceled. These processes may be canceled at the sametime. That is, control of the tilt angle of the body frame may startafter suppression of motion of the buffer device and may be canceledafter cancellation of suppression of motion of the buffer device.Alternatively, control of the tilt angle of the body frame may startafter suppression of motion of the buffer device and may be canceledbefore cancellation of suppression of motion of the buffer device.Alternatively, control of the tilt angle of the body frame may startbefore suppression of motion of the buffer device and may be canceledafter cancellation of suppression of motion of the buffer device.Alternatively, control of the tilt angle of the body frame may startbefore suppression of motion of the buffer device and may be canceledbefore cancellation of suppression of motion of the buffer device.

Suppression of motion of the buffer device may start before control ofthe tilt angle of the body frame in the left direction or in the rightdirection starts. In this case, the responsiveness of motion of a tiltof the body frame in the left direction or in the right direction withrespect to a force of the actuator may be enhanced. Consequently, achange in the tilt of the body frame in the left direction or in theright direction may be converged.

In the embodiment described above, the control section continues rollangle control of the body frame (tilt angle control) and suppression ofextension and contraction of the suspensions (suppression of motion ofthe buffer device) from before stop of the vehicle to the middle of thestop of the vehicle. As another control example, the control section maycancel control of the tilt angle of the body frame and suppression ofmotion of the buffer device at the stop of the vehicle or while thevehicle is stopped.

The control section performs control of the tilt angle of the body framein the left direction or in the right direction and suppression ofmotion of the buffer device in a part or the whole of the low-speedtraveling range. A speed range where the vehicle speed is lowest among aplurality of speed ranges obtained by dividing the entire vehicle-speedrange (except for a range where vehicle speed=0) is the low-speedtraveling range. In the embodiment described above, in a low-speedportion (speed range adjacent to the range where vehicle speed=0) in thelow-speed traveling range, the roll angle control and the suppression ofextension and contraction of the suspensions are performed. On the otherhand, in a speed range not adjacent to the range where vehicle speed=0in the low-speed traveling range, the roll angle control (tilt anglecontrol) and the suppression of extension and contraction of thesuspensions (buffer device motion suppression) may be performed. Thespeed range not adjacent to the range where vehicle speed=0 in thelow-speed traveling range is an intermediate portion of the low-speedtraveling range or a high-speed portion of the low-speed traveling range(a portion including the upper limit of the low-speed traveling range).

In the embodiment described above, the control section updates a targetvalue of the tilt angle of the body frame in the left direction or inthe right direction in accordance with an input to the leaning vehicleby the rider. Alternatively, the target value may be a fixed value. Forexample, the control section may control the left-right tilt anglecontrol mechanism in such a manner that the body frame is in the uprightposition while the leaning vehicle is traveling in the low-speedtraveling range.

Some illustrated embodiments of the present teaching have been describedhere. The present teaching should not be limited to these preferredembodiments. The present teaching encompasses every embodiment includingequivalent elements, modifications, deletions, combinations (e.g.,combinations of features across the embodiments), improvements, and/orchanges, conceivable by those skilled in the art based on thisdisclosure. Limitations of claims should be broadly interpreted based onterms used in the claims, and should not be limited to embodiments inthis specification and added in the prosecution of this application.Such embodiments should be regarded as nonexclusive.

What is claimed is:
 1. A leaning vehicle comprising: a body frame thattilts rightward when turning rightward in a left-right direction of theleaning vehicle, and tilts leftward when turning leftward in theleft-right direction of the leaning vehicle; a right wheel and a leftwheel that are arranged in a left-right direction of the body frame; alinkage mechanism including an arm rotatably supported on the bodyframe, the linkage mechanism being configured to change relativepositions of the right wheel and the left wheel relative to the bodyframe in a top-bottom direction of the leaning vehicle and tilt the bodyframe in a left direction of the leaning vehicle or in a right directionof the leaning vehicle by rotating the arm with respect to the bodyframe; a buffer device that buffers motion of the right wheel and theleft wheel with respect to the body frame; a left-right tilt anglecontrol mechanism including an actuator that adjusts rotation of the armwith respect to the body frame, the left-right tilt angle controlmechanism being configured to control a tilt angle of the body frame inthe left direction of the leaning vehicle or in the right direction ofthe leaning vehicle; a buffer control mechanism including an actuatorfor suppressing extension and contraction of the buffer device, capableof suppressing motion of the buffer device and canceling suppression ofthe motion; and a control section that controls the left-right tiltangle control mechanism and the buffer control mechanism based oninformation on at least a vehicle speed of the leaning vehicle, whereinthe left-right tilt angle control mechanism and the buffer controlmechanism operate independently of each other; the left-right tilt anglecontrol mechanism is configured to control the tilt angle of the bodyframe without suppressing the extension and contraction of the bufferdevice by the buffer control mechanism; and the control section performscontrol of the buffer control mechanism at least partly by causing thebuffer control mechanism to suppress motion of the buffer device in aperiod in which the vehicle speed of the leaning vehicle is at least ina part of a low-speed traveling range of an entire vehicle speed rangeof the leaning vehicle, and in at least a part of a period in which theleft-right tilt angle control mechanism controls the tilt angle, and theentire vehicle speed range excludes a stop state of the leaning vehicleand is divided into the low-speed traveling range and a high-speedtraveling range.
 2. The leaning vehicle according to claim 1, whereinthe control section continues control of suppressing the motion of thebuffer device by the buffer control mechanism until the leaning vehiclestops.
 3. The leaning vehicle according to claim 2, wherein the controlsection still continues the control of suppressing the motion of thebuffer device by the buffer control mechanism while the leaning vehicleis stopped.
 4. The leaning vehicle according to claim 3, wherein thecontrol section cancels suppression of the motion of the buffer deviceby the buffer control mechanism after the leaning vehicle startstraveling.
 5. The leaning vehicle according to claim 1, wherein thecontrol section cancels suppression of the motion of the buffer deviceby the buffer control mechanism based on information on at least one ofa rider's intention of causing the leaning vehicle to travel or arider's intention of canceling suppression of the motion of the bufferdevice.
 6. The leaning vehicle according to claim 1, wherein the controlsection continues control of the tilt angle by the left-right tilt anglecontrol mechanism until the leaning vehicle stops.
 7. The leaningvehicle according to claim 6, wherein the control section stillcontinues the control of the tilt angle by the left-right tilt anglecontrol mechanism while the leaning vehicle is stopped.
 8. The leaningvehicle according to claim 7, wherein the control section cancels thecontrol of the tilt angle by the left-right tilt angle control mechanismafter the leaning vehicle starts traveling.
 9. The leaning vehicleaccording to claim 1, wherein the control of the tilt angle by theleft-right tilt angle control mechanism is canceled based on informationon at least one of a rider's intention of causing the leaning vehicle totravel or a rider's intention of canceling control of the tilt angle bythe left-right tilt angle control mechanism.
 10. The leaning vehicleaccording to claim 5 or 9, wherein the control section acquires theinformation on the rider's intention of causing the leaning vehicle totravel by detecting at least one of an increase in a throttle openingdegree, a decrease in a manipulated variable of a brake or cancellationof a brake operation, an increase in a vehicle speed, or an increase inan acceleration in a front direction of the vehicle or in a reardirection of the vehicle.
 11. The leaning vehicle according to claim 1,wherein the actuator of the left-right tilt angle control mechanismapplies a force against rotation of the arm with respect to the bodyframe.
 12. The leaning vehicle according to claim 1, wherein theactuator of the left-right tilt angle control mechanism applies a forcefor rotating the arm with respect to the body frame.
 13. The leaningvehicle according to claim 1, wherein the actuator of the left-righttilt angle control mechanism is provided independently of the buffercontrol mechanism.